Curtis 1232E User manual

Manual
for Controller Models
1232E / 34E / 36E / 38E / 39E
and 1232SE / 34SE / 36SE
Read Instructions Carefully!
Specications are subject to change without notice.
© 2016 Curtis Instruments, Inc. ® Curtis is a registered trademark of Curtis Instruments, Inc.
© The design and appearance of the products depicted herein are the copyright of Curtis Instruments, Inc. 53134DD/53133DD,OS30 3/1/16
Curtis Instruments, Inc.
200 Kisco Avenue
Mt. Kisco, NY 10549
www.curtisinstruments.com
» Software Version OS 30.0 «
DUAL DRIVE OPERATION

Curtis Dual Drive Manual, os30 iii
1 MARCH 2016
CONTENTS
1. OVERVIEW.............................................................................................. 1
2. WIRING..................................................................................................... 3
3. PROGRAMMABLE PARAMETERS.............................................. 6
4. CRITICAL ANGLE & INNER WHEEL SPEED .................... 10
5. DUAL DRIVE SETUP ................................................................. 13
6. VEHICLE CONTROL LANGUAGE & CAN ...................... 15
7. DIAGNOSTICS AND TROUBLESHOOTING.................... 19
CONTENTS

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FIGURES
. 1: Various Dual Drive vehicle congurations..........................................1
. 2a: Wiring between master and slave controllers.....................................3
. 2b: Basic wiring diagram for master controller.........................................4
. 2c: Basic wiring diagram for slave controller.............................................5
. 3: Typical 3-wheel Dual Drive vehicle geometry ................................ 11
. 4: Typical articulated steering Dual Drive vehicle geometry............ 11
. 5: Ratio of inner-wheel speed to outer-wheel speed........................... 12
. 6: Inner-wheel and outer-wheel speed maps......................................... 12
. 7a: Motor command diagram, master controller .................................. 16
. 7b: Motor command diagram, slave controller...................................... 17
TABLES
 1: Programmable parameters menu table ..............................................6
 2: Troubleshooting chart ....................................................................... 19
FIGURES / TABLES

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1 — OVERVIEW
OVERVIEW
e Dual Drive feature of Curtis 1232E/SE, 1234E/SE, 1236E/SE, 1238E, and
1239E controllers allows two controllers to work together in vehicles with dual
xed-axle drive motors, a steered wheel or axle, and an analog steer-angle sensor.
e two controllers must be the same size—for example, two 1234E-23XX
controllers or two 1239E-65XX controllers. Non “E” controllers cannot be com-
bined with “E” controllers.
e pair of controllers control motor speed on the inner and outer wheels
during turns, as well as vehicle speed and acceleration while turning. Current is
automatically balanced between the two traction motors when driving straight,
and a limited operating strategy (LOS) allows limp-home in case of a steer angle
sensor or single motor or controller failure.
Figure 1 shows three typical Dual Drive vehicle congurations.
Dual Drive uses dierent speed maps for the two traction motors, one for the
inner wheels and one for the outer wheels. ese maps modify the throttle re-
quests when the steering angle is outside the 10° deadband. Both are symmetrical
around steer angle = 0°.
Fig. 1 Various Dual Drive
vehicle congurations.
1
Three-wheel:
Front-wheel steer:
Rear-wheel steer:

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1 — OVERVIEW
Dual Drive limited operating strategy
Whenentering theDualDriveLOS, thecontroller’s speed requestwillbeclamped
toLOS_DualDrive_Speed.Ifthespeed requestexceedsLOS_DualDrive_Speed at
the time Dual Drive LOS is initiated, the speed request will change to LOS_Du-
alDrive_Speed subject to normal slewing constraints.
If the steer angle input is invalid, both controllers will use the Dual Drive
LOS and assume that the steer angle is 0.
If the speed encoder is invalid on only one side, that side will have its bridge
disabled, the other side will use the dual drive LOS and assume that the steer angle
is 0. If both encoder signals are invalid, the vehicle will not drive.

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Fig. 2a Wiring between the master and slave Dual Drive traction controllers.
SWITCH 2 /
ANALOG 2
J1-8
I/O GROUND J1-7
POT2 HIGH J1-27
POT2 WIPER J1-17
POT LOW J1-18
STEERING
POT
RIGHT
AC
MOTOR
J1-5
J1-13 KSI
COIL RETURN
BRAKE
J1-1 KSI
POSITION
FEEDBACK
DEVICE
J1-26
J1-31
J1-32
J1-7
J1-23
J1-35
J1-21
J1-34
Short for 120Ω
CAN bus termination
B+
V
+5V
FEEDBACK B
CAN TERM L
CAN L
U
W
FEEDBACK A
I/O GROUND
CAN TERM H
CAN H
RIGHT MOTOR
TEMP
SENSOR
SLAVE CONTROLLER
1232E/34E/36E/38E/39E
1232SE/34SE/36SE
B-
DRIVER 2
SWITCH 8
J1-33
REVERSE
SWITCH 7
J1-22
FORWARD
SWITCH 3
J1-9
INTERLOCK
SWITCH 2 /
ANALOG 2
J1-8
I/O GROUND
J1-7
THROTTLE
POT HIGH
J1-15
THROTTLE
POT WIPER
J1-16
POT2 HIGH
J1-27
POT2 WIPER
J1-17
POT LOW
J1-18
THROTTLE POT
BRAKE POT
LEFT
AC
MOTOR
MAIN
J1-5
J1-6
J1-13
DRIVER 2
DRIVER 1
KSI
COIL RETURN
MAIN
BRAKE
J1-1
KSI
J1-26
J1-31
J1-32
J1-7
J1-23
J1-35
J1-21
J1-34
Short for 120ΩΩ
CAN bus termination
BATTERY
(24–80V)
KEYSWITCH
B+
V
+5V
FEEDBACK B
CAN TERM L
CAN L
U
W
FEEDBACK A
I/O GROUND
CAN TERM H
B-
CAN H
LEFT MOTOR
TEMP
SENSOR
EMERGENCY
STOP
MASTER CONTROLLER
1232E/34E/36E/38E/39E
1232SE/34SE/36SE
POSITION
FEEDBACK
DEVICE
WIRING
One of the two controllers is designated the master and the other the slave. e
master controller operates the le motor and the slave operates the right motor.
e throttle and brake inputs go to the master. e steering pot input goes to the
Pot2 input on the slave controller.
A single main contactor is used, and is controlled by the master. e KSI,
CAN H, and CAN L pins of the two controllers are connected together. B+ from
the main contactor and the keyswitch are supplied to each controller through
separate pairs of fuses to enable operation to continue if one side fails. See Figure
2a, below, for an overview of the common wiring between the two controllers,
and Figures 2b and 2c for the detail in each controller.
2 — WIRING
2
Note: See the 1239E manual for typical wiring for the external high-voltage
battery precharge circuit and for the 12V KSI and switch/driver I/O.

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2 — WIRING
Fig. 2b Basic wiring diagram for master controller, Dual Drive operation.
e master controller is wired to all the components except those related to the
Right motor and the steering pot.
SWITCH 16
J1-14
SWITCH 8
J1-33
REVERSE
SWITCH 7
J1-22
FORWARD
SWITCH 6
J1-12
SWITCH 5
J1-11
SWITCH 4
J1-10
SWITCH 3
J1-9
INTERLOCK
SWITCH 2 /
ANALOG 2
J1-8
J1-24
I/O GROUND
J1-7
THROTTLE
POT HIGH
J1-15
THROTTLE
POT WIPER
J1-16
POT2 HIGH
J1-27
POT2 WIPER
J1-17
POT LOW
J1-18
THROTTLE POT
BRAKE POT
LEFT
AC
MOTOR
MAIN
J1-2
J1-3
J1-4
J1-5
J1-6
J1-13
PROP. DRIVER
DRIVER 4
DRIVER 3
DRIVER 2
DRIVER 1
KSI
COIL RETURN
MAIN
BRAKE
J1-1
KSI
POSITION
FEEDBACK
DEVICE
J1-26
J1-31
J1-32
J1-7
J1-23
J1-35
J1-21
J1-34
Connect jumper for 120Ω
CAN bus termination
J1-25
J1-28
J1-29
J1-7
SERIAL PORT
(4-pin Molex)
4
3
1
2
CURTIS
MODEL 840
DISPLAY
8
6
5
BATTERY
(24–96V)
KEYSWITCH
B+
V
+5V
POSITION FEEDBACK B
CAN TERM L
CAN L
+12V
RX
I/O GROUND
U
W
POSITION FEEDBACK A
I/O GROUND
CAN TERM H
B-
CAN H
TX
LEFT MOTOR
TEMP
SENSOR
*1232E and 1232SE do not include ANALOG OUT.
EMERGENCY
STOP
J1-30
J1-10
DIG. DRIVER 6
J1-20
DIG. DRIVER 7
to J1-23 on slave controller
to J1-35 on slave controller
to KSI (J1-1)on
slave controller
to B+ on
slave controller
MASTER CONTROLLER
1232E/34E/36E/38E/39E
1232SE/34SE/36SE
SWITCH 1 /
ANALOG 1
ANALOG OUT
(0–10V)
to B- on
slave controller
Note: KTY sensor shown.
The banded end must be
connected to I/O ground.
*
EMERG. REV.

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Fig. 2c Basic wiring diagram for slave controller, Dual Drive operation.
e slave controller is wired only to the Right motor and its encoder and
temperature sensor, the steering pot, CAN H, CAN L, KSI, B+/B-, and an
electromagnetic brake.
SWITCH 2 /
ANALOG 2
J1-8
I/O GROUND J1-7
POT2 HIGH J1-27
POT2 WIPER J1-17
POT LOW J1-18
STEERING
POT
RIGHT
AC
MOTOR
J1-5
J1-13 KSI
COIL RETURN
BRAKE
J1-1 KSI
J1-26
J1-31
J1-32
J1-7
J1-23
J1-35
J1-21
J1-34
Short for 120Ω
CAN bus termination
J1-25
J1-28
J1-29
J1-7
SERIAL PORT
(4-pin Molex)
4
3
1
2
B+
V
+5V
POSITION FEEDBACK B
CAN TERM L
CAN L
+12V
RX
I/O GROUND
U
W
POSITION FEEDBACK A
I/O GROUND
CAN TERM H
CAN H
TX
RIGHT MOTOR
TEMP
SENSOR
to J1-23 on master controller
to J1-35 on master controller
to KSI (J1-1)on master controller
to B+ on master controller
SLAVE CONTROLLER
1232E/34E/36E/38E/39E
1232SE/34SE/36SE
SWITCH 16
SWITCH 8
SWITCH 7
SWITCH 6
SWITCH 5
SWITCH 4
SWITCH 3
SWITCH 1 / ANALOG 1
ANALOG OUT (0–10V)
J1-14
J1-33
J1-22
J1-12
J1-10
J1-9
J1-24
J1-30
B-
DRIVER 2
J1-2
J1-3
J1-4
J1-10
J1-20
PROP. DRIVER
DRIVER 4
DRIVER 3
DIGITAL DRIVER 6
DIGITAL DRIVER 7
to B- on master controller
J1-11
*1232E and 1232SE do not include ANALOG OUT.
ANALOG OUT*
(0–10V)
J1-30
J1-6 DRIVER 1
THROTTLE
POT HIGH
J1-15
THROTTLE
POT WIPER
J1-16
Note: KTY sensor shown.
The banded end must be
connected to I/O ground.
POSITION
FEEDBACK
DEVICE
2 — WIRING

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3
DUAL DRIVE MENU .......................... p. 7
—Dual Motor Enable
—Dual Motor Slave
—CAN Node ID Other
—LOS Max Speed
MASTER MENU ............................... p. 8
—Steer Angle Max
—Turn Accel Rate
—Critical Angle
—Max Turn Speed
—Inner Wheel Speed
—Steer Type
—Steer Pot Min
—Steer Pot Zero
—Steer Pot Max
—VCL Steer Enable
SLAVE MENU .................................. p. 9
—Turn Accel Rate
—Critical Angle
—Steer Fault Min
—Steer Fault Max
TURN FEEDFORWARD MENU ............. p. 9
—Turn Accel Rate
—Turn Kvff
—Turn ff Build Rate
—Turn ff Release Rate
3 — PROGRAMMABLE PARAMETERS
PROGRAMMABLE PARAMETERS
e following programmable parameters are used to congure the Dual Drive
feature. With only a very few exceptions, all the parameters on both the master
and the slave controller should be set to the same values.
VCL is not required to operate in Dual Drive mode.
Table 1 Dual Drive Program Menus: 1311/1313 /1314 Programmer
Parameter change faults
Parameters marked pcf in the menu charts will set a Parameter Change Fault
(code 49) if they are changed while the motor bridge is enabled (interlock = On).
Although the parameter will be changed, the fault will prevent motor control
functions until the fault is cleared by cycling the keyswitch. If the motor bridge
is disabled (interlock = O ), changing these parameters will not cause a fault and
the changes will take eect immediately.

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DUAL DRIVE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Dual Motor Enable On / Off To turn on the Dual Drive feature, set this parameter On in both controllers.
Dual_Motor_Enable On / Off
OptionBits4 [Bit 2]
0x306D 0x00
Dual Motor Slave On / Off Set this parameter Off in the master controller and On in the slave controller.
Dual_Motor_Slave On / Off
OptionBits4 [Bit 3]
0x306D 0x00
CAN Node ID Other 0 – 127 The master and slave controllers must have different CAN Node IDs, and each
Dual_CAN_Node_ID_Other 0 – 127 must know the CAN Node ID of the “other” controller so they can talk to each other.
0x330F 0x00 Set this parameter to the slave controller’s CAN Node ID in the master
controller, and set it to the master controller’s CAN Node ID in the slave
controller.
LOS Max Speed 100 – 8000 rpm Denes the maximum speed when a Dual Drive controller is running
Dual_LOS_Max_Speed 100 – 8000 in LOS (Limited Operating Strategy) mode.
0x38A2 0x00
3 — PROGRAMMABLE PARAMETERS

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3 — PROGRAMMABLE PARAMETERS
DUAL DRIVE MASTER MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Steer Angle Max 45 – 90 deg Set this to the maximum steer angle that is physically possible on the vehicle.
Dual_Steer_Angle_Max 45 – 90
0x38A3 0x00
Turn Accel Rate 0.1 – 30.0 s As the steering angle increases from the edge of the deadband to the critical
Dual_Turn_Accel_Rate 100 – 30000 angle (Critical Angle), the acceleration rate is reduced linearly from the normal
0x38A8 0x00 value to the programmed Turn Accel Rate (see Figure 6). Higher values
represent slower acceleration.
Critical Angle 45 – 90 deg Set this parameter to the angle at which the vehicle pivots around its inner wheel.
Dual_Critical_Angle 45 – 90 Use the equation on page 10 to determine the critical angle.
0x38A6 0x00
Max Turn Speed 0 – 100 % As the steering angle increases from the edge of the deadband to the maximum
Dual_Max_Turn_Speed 0 – 32767 steer angle (Steer Angle Max), maximum speed is reduced linearly from the
0x38A7 0x00 normal value to the programmed Max Turn Speed (see Figure 6).
Inner Wheel Speed -100.0 – 0.0 % Set this parameter to the Inner wheel speed as a percentage of outer wheel
Dual_Inner_Wheel_Speed -32767 – 0 speed when the steer angle is 90 degrees. Use the equation on page 10 to
0x38A9 0x00 determine the appropriate percentage.
Steer Type 1 – 5 Set this parameter to the appropriate type for the steering pot you are using:
Dual_Steer_Type 1 – 5
1 2-wire rheostat, 5kΩ–0 input
0x38AB 0x00 2 single-ended 3-wire 1kΩ–10kΩpotentiometer,
0–5V voltage source, or current source
3 2-wire rheostat, 0–5kΩinput
4 (not applicable)
5 VCL input (VCL_Steer).
Note: Do not change this parameter while the controller is powering the motor.
Any time this parameter is changed a Parameter Change Fault (fault code 49)
is set and must be cleared by cycling power; this protects the controller and the
operator.
Steer Pot Min 0.00 – 6.25 V Set Steer Pot Min to the voltage on the steering pot when steering as far
Dual_Steer_Pot_Min 0 – 32767 as possible clockwise. Determine the value by reading the voltage on the pot
0x38AC 0x00 when steering CW to the maximum position.
Steer Pot Zero 0.00 –6.25 V Set Steer Pot Zero to the voltage on the steering pot when steering straight
Dual_Steer_Pot_Zero 0 – 32767 ahead. Determine the value by reading the voltage on the pot when steering
0x38AD 0x00 straight.
Steer Pot Max 0.00 – 6.25 V Set Steer Pot Max to the voltage on the steering pot when steering as far
Dual_Steer_Pot_Max 0 – 32767 as possible counterclockwise. Determine the value by reading the voltage on
0x38AE 0x00 the pot when steering CCW to the maximum position.
VCL Steer Enable On /Off Setting this to On allows VCL to be used for additional steering processing.
VCL_Steer_Enable On / Off
VCL_Steer_Enable_Bit0 [Bit 0]
0x38A5 0x00
pcf

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3 — PROGRAMMABLE PARAMETERS
DUAL DRIVE SLAVE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Turn Accel Rate 0.1 – 30.0 s As the steering angle increases from the edge of the deadband to the critical
Dual_Turn_Accel_Rate 100 – 30000 angle (Critical Angle), the acceleration rate is reduced linearly from the normal
0x38A8 0x00 value to the programmed Turn Accel Rate (see Figure 6). Higher values
represent slower acceleration.
Critical Angle 45 – 90 deg Set this parameter to the angle at which the vehicle pivots around its inner wheel.
Dual_Critical_Angle 45 – 90 Use the equation on page 10 to determine the critical angle.
0x38A6 0x00
Steer Fault Min 0.00 – 5.50 V Sets the minimum threshold for the Dual Drive steering pot input. If the steering
Dual_Steer_Fault_Min 0 – 28864 pot voltage goes below this threshold, a fault will be issued.
0x38AF 0x00
Steer Fault Max 0.00 – 5.50 V Sets the maximum threshold for the Dual Drive steering pot input. If the steering
Dual_Steer_Fault_Max 0 – 28864 pot voltage goes above this threshold, a fault will be issued.
0x38B0 0x00
DUAL DRIVE TURN FEEDFORWARD MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Turn Accel Rate 0.1 – 30.0 s As the steering angle increases from the edge of the deadband to the
Dual_Turn_Accel_Rate 100 – 30000 critical angle (Critical Angle), the acceleration rate is reduced linearly
0x38A8 0x00 from the normal value to the programmed Turn Accel Rate (see Figure 6).
Higher values represent slower acceleration.
Turn Kvff 0 – 500 A This parameter can be used to improve the responsiveness of the
Dual_Turn_Kvff_SpdM 0 – 5000 traction speed controller to changes in steer angle.
0x38B2 0x00
Turn ff Build Rate 0.1 – 5.0 s Denes how quickly the Kvff term builds up.
Dual_Turn_ff_Build_Rate_SpdM 100 – 5000
0x38B3 0x00
Turn ff Release Rate 0.1 – 2.0 s Denes how quickly the Kvff term releases. If the release seems too
Dual_Turn_ff_Build_Rate_SpdM 100 – 2000 abupt, slowing the release rate (i.e., setting this parameter to a higher
0x38B4 0x00 value) will soften the feel.

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4 — DETERMINING CRITICAL ANGLE AND INNER WHEEL SPEED
DETERMINING CRITICAL ANGLE
AND INNER WHEEL SPEED
e rst step in setting up the Dual Drive feature is to determine the values of
two parameters: Critical Angle, the angle at which the vehicle pivots with its inner
wheel stationary, and Inner Wheel Speed, the desired inner-wheel speed at a 90°
steer angle, expressed as a fraction of the outer-wheel speed in this condition.*
4-wheel applications
Typically the Inner Wheel Speed = 0 for 4-wheel applications, as there should be
no counter-rotation with these vehicles. e Critical Angle is the angle at which
the opposite wheels (front le and back right, or front right and back le) are
perpendicular to each other.
3-wheel applications
e Critical Angle and Inner Wheel Speed can be determined empirically or
calculated using the following equations, where W=wheelbase, T=track of the
driven wheels, and A=distance between the steered axle and the pivot point (see
Figures 3 and 4). For vehicles without a steered axle, use A=0.
Any units can be used (feet, meters, etc.) as long as they are the same for
all dimensions.
Inner Wheel Speed = 100 × A – T⁄2
A + T⁄2
Example: For T=4, W=6, and A=1,
Critical Angle = 79° and Inner Wheel Speed = -33%.
4
= Answer in degrees; must be between 45° and 90°.
Critical Angle = 90 – arctan
(
T
)
+ arcsin
2 (W – A)
√
(T⁄2)²+ (W – A)²
A
()
*If your vehicle has a Steer Angle Max of less than 90°, you should still
use the equation presented here to calculate the proper value for Inner
Wheel Speed. Measured inner wheel speed may be quite dierent from
the parameter value you set; this is normal. Use the calculated value as
the parameter setting.
= Answer in %; must be between -100% and 0.

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Fig. 3 Typical
3-wheel Dual Drive
vehicle geometry.
W
T
T
W
A
Fig. 4 Typical
articulated steering
Dual Drive vehicle geometry.
4 — DETERMINING CRITICAL ANGLE AND INNER WHEEL SPEED

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4 — DETERMINING CRITICAL ANGLE AND INNER WHEEL SPEED
e inner wheel speed is determined by the outer wheel speed, as shown
in Figure 5. It decreases from 100% of the outer wheel speed to zero at the pro-
grammed critical angle, and then from zero to the programmed Inner Wheel
Speed value at the maximum steering angle.
e outer wheel speed is derived directly from the throttle request. As a
result, the outer wheel speed decreases linearly with the steering angle as shown
in Figure 6.
Fig. 5 Ratio of inner-wheel
speed to outer-wheel speed,
assuming a 90° maximum
steering angle.
Fig. 6 Inner-wheel and
outer-wheel speed maps,
assuming full throttle.
100%
Inner Wheel Speed
0
-100%
10°
90°
Critical Angle
STEERING ANGLE
speed of inner wheel = speed of outer wheel
Speed of inner wheel
Speed of outer wheel
Max Turn Speed
0
10°90°
Critical Angle
100%
-100%
STEERING ANGLE
Steer
ing Angle Max
Inner Wheel Speed
Speed of outer wheel / Max Speed
Speed of inner wheel / Max Speed

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DUAL DRIVE SETUP
First you should complete the setup procedures for the two controllers you are
using as outlined in the 1232E/34E/36E/38E/39E os30 manuals. en proceed
with these Dual Drive setup procedures.
Before starting the Dual Drive setup procedures, jack the vehicle drive
wheels up o the ground so that they spin freely. Double-check all wiring to
ensure it is consistent with the wiring guidelines presented in Section 2. Make
sure all connections are tight.
1Installation conrmation
Make sure that the master controller is connected to the Le motor, and the slave
controller is connected to the Right motor.
2Programming the master controller
e easiest method of programming is to set up the master rst, clone it to the
slave, and then make adjustments in the slave.
a. Set the master controller’s CAN Node ID in the CAN Interface menu to
the master controller’s unique ID.
b. Adjust the settings of the parameters in the Dual Drive menu:
• Set Dual Motor Enable = On.
• Set Dual Motor Slave = O.
• Set CAN Node ID Other = the slave controller’s CAN Node ID.
• Set LOS Max Speed to the desired value.
c. Adjust the settings of all the parameters in the Dual Drive Master menu.
d. Set the Interlock Type.
3Cloning the master controller to the slave controller
Use the 1313 handheld programmer or the 1314 PC Programming Station
for cloning.
4Programming the slave controller
Aer cloning the master controller parameter settings to the slave controller, the
following changes must be made in the slave.
a. In the Dual Drive menu, set the slave controller’s Dual Motor Slave
parameter to On.
b. In the CAN Interface menu, set the slave controller’s CAN Node ID
to the slave controller’s unique ID. Remember that this value must be
the same as the Master’s CAN Node ID Other parameter.
c. In the Dual Drive menu, set the slave controller’s CAN Node ID Other
to the master controller’s CAN Node ID.
5
5 — DUAL DRIVE SETUP
+
CAUTION

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d. If thesamephase and encoderwiringconventionsare used forthemaster
and slave, set Swap Two Phases and Swap Encoder Direction in the slave
to values opposite those in the master (see Motor menu).
e. Adjust the settings of the two parameters in the Dual Drive Slave menu
as desired.
f. Set Interlock Type = 2, because the Slave’s interlock will be arriving over
the CANbus.
5Setup conrmation
With the vehicle drive wheels still jacked up, apply interlock and throttle and
verify that the wheels turn at the proper speed and direction as the steer angle
changes. If either wheel turns in the wrong direction or appears to be “ghting
itself ”(strugglingatfull currentwhile jerkily turning at very low speed), try chang-
ing the setting of the Swap Encoder Direction or Swap Two Phases parameters.
(Refer to setup procedures in the 1232E/34E/36E/38E/39E os30 manuals for
help resolving encoder issues.) If the motor still does not respond appropriately
you should contact your Curtis customer support engineer to resolve any issues
before continuing.
Do not take the vehicle down off the blocks until the motors are
responding properly.
5 — DUAL DRIVE SETUP
+
CAUTION

Curtis Dual Drive Manual, os30 15
1 MARCH 2016
6 — VCL & CAN
VEHICLE CONTROL LANGUAGE & CAN
e motor command diagrams for the Dual Drive controllers are shown in Figure
7a (for the master controller, which controls the Le traction motor) and Figure
7b (for the slave controller, which controls the Right traction motor).
Dual Drive operation is initiated by the steer pot, which is connected to
the slave controller. e steer pot wiper voltage is sent in a CAN message to the
master controller (Fig. 7a point A) where the wiper voltage is converted to steer
angle. e Steer_Angle and Mapped_rottle are processed and produce a throttle
value for the master traction controller and the slave traction controller (which is
sent via a CAN message to the slave controller (Fig. 7b point B).
e throttle processing in the master controller is similar to the throttle pro-
cessing in a non-dual-drive controller except for the additions of steer angle dual
throttle processing and sending CAN messages to the slave controller for throttle
and brake commands. e brake signal can be followed in the master from the
brake pot input to the Brake_Command. e Dual_Slave_Brake_From_Master
variable is sent from the master traction controller to the slave traction controller
via a CAN message (Fig. 7a point Bto Fig. 7b point B).
e throttle processing in the slave controller is dierent from the throttle
processing in a non-dual drive controller because here the master controller is
processing the throttle variables. e Dual_Slave_rottle_From_Master (Fig. 7b
point B) and Dual_Slave_Brake_From_Master (Fig. 7b point C) arrive from
the master as shown. e rottle Pot input on the slave is not used for throttle
and may be programmed in VCL for other uses.
VCL is not required to implement the dual drive feature. However, should
the CANbus stop, use the VCL function INIT_DUAL_MOTOR_CAN() to
restart the dual drive CANbus.
INIT_DUAL_MOTOR_CAN()
This function initializes (restarts) the dual drive CAN functions.
Syntax Init_Dual_Motor_CAN()
Parameters None.
Returns None.
Error Codes None.
6

Curtis Dual Drive Manual, os30
16
1 MARCH 2016
Fig. 7a Motor command diagram, master controller.
6 — VCL & CAN
X++
Left
Motor
Control
Throttle Type
Reverse Switch
Forward Switch
Throttle Type
Processing
Forward Offset
Throttle Mapping
VCL_Throttle
Throttle_Multiplier
Throttle_Offset
OS Throttle
Throttle
Type = 5
or
VCL_
Throttle_
Enable = On
Throttle Pot Raw
Forward Max Forward Map Forward Deadband
Reverse Deadband Reverse Max Reverse Map Reverse Offset
Thr
ottle Command
Control Mode
Processing
Pot2 Raw
+100%
+100%
-100%
Throttle Type <4
and
Forward = Off
and
Reverse = On
and
TMap = 0
Throttle Type <4
and
Forward = On
and
Reverse = Off
and
TMap = 0
U Phase W Phase V Phase
Controller
Torque
Command
Control
Mode
Select = 0 or 1
and
Pump_ Enable_
SpdM = On
and
Mapped_
Throttle <0
Throttle_Command
Throttle
TMap
+1
-1
128 1 Brake_Command
Brake
Type
Brake Type
Processing
Brake
OS Brake Brake Command
Brake Mapping
VCL_Brake
Brake Type = 5
or
VCL_Brake_
Enable = On
+100%
0%
FullBrake
Brake Max Brake Offset
Brake Map Brake Deadband
0%
Brake Pedal
Enable = On
Control
Mode
Select
= 0, 1, 2]
Mapped
Throttle
Mapped Brake
ShutdownThrottle
or
ThrottleInvalid
or
Main Cont.
Not Closed
or
Interlock_State = Off
Steer Angle Max
Steer Angle Mapping
VCL_Steer
OS Steer
VCL Steer
Enable = On
or
Steer Type >3
Steer Type
Steer Pot Min Steer Pot Zero Steer Pot Max
Dual Throttle
Processing
Steer Pot Raw
ShutdownSteer
Dual_Slave_Throttle_from_Master Dual_Master_Throttle_Command
0°
Steer Angle
Max Turn Speed Critical Angle
Turn Accel Rate Inner Wheel Speed
Dual Motor
Enable = On
and
Dual Motor
Slave = Off
CAN MISO
(CAN message
from slave
to master)
CAN MOSI
(CAN message
from master
to slave)
CAN MOSI
(CAN message
from master
to slave)
A
B
C
Dual_Slave_Brake_from_Master
Bold = Parameters Italics = Other R / W Variables Bold Italics = Monitor Variables